Narrative:

A PA28 was issued a clearance to depart by flight data after departure instructions were coordinated with the sector. I was watching this develop as I could tell the sector would get busy with aircraft recovering to the air force base and because there was training on the position. I walked over to see the 'release window' for the aircraft. Because of the proximity/location of the smaller airport; i.e.; directly under the approach corridor for the air force base; timing was of the essence to ensure the aircraft was able to launch. I noted the void time and a narrow time frame in which the aircraft could depart; i.e.; about three minutes. This seemed acceptable. As time ticked on; the recoveries began to return from the MOA's. In one case the trainee turned a T38 for a base leg which made me uncomfortable because it was in the general direction of the smaller airport. The instructor stepped in and corrected the mistake by turning the T38 back for a downwind. In the meantime; two other T6s had been extended on downwind due to the impending departure. One T6 declared minimum fuel once while on the extended downwind. Several vectors were given to the two T6 aircraft; the T38 and another T38 to keep aircraft clear of the smaller airport. A T6 aircraft declared minimum fuel two more times as he was vectored to base and final. I was noticing the time and at this point understood the clearance for the PA28 was void. A T38 declared minimum fuel. The instructor called to me without looking at me and said; 'hey; do I bring these guys in; or what?' I stalled for approximately another minute and then I told him to bring the arrivals into the air force base as I expected we would not be seeing the departure. Nonetheless; I turned to the computer to research the unicom frequency for the smaller airport as I was going to have a less-busy sector attempt to have another aircraft relay to find the whereabouts and intentions of the PA28. As I did this; the instructor on approach 1 said the aircraft was off the ground. I redirected my attention to the sector as the instructor scrambled to keep everyone safe. As he vectored a T38 yet one more time; the T38 said he was requesting immediate vectors to base. The instructor quickly explained to the T38 that the traffic would no longer be a factor and the pilot said something to the effect of; 'well this is the last turn we can take.' I scrambled to coordinate with approach 2 as the PA28 was turned westbound then directed the approach 1 controllers to transfer his communications to approach 2. At this point everyone was pulling away from each other or appropriately on their final approach course. It should be advertised or caution for pilots in the airport flight directory that this airport may be significantly affected upon departure and arrival because of the proximity of this airport to the air force base; i.e.; directly under the approach path. In addition; direct communication with aircraft on the ground at these airports would facilitate immediate concern and minimize the possibility of this occurring again.

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Original NASA ASRS Text

Title: A TRACON front line manager described a confused release and potential conflict between an IFR release from an airport under the final approach course for a military base. The event included missed communications and emergency fuel concerns.

Narrative: A PA28 was issued a clearance to depart by Flight Data after departure instructions were coordinated with the sector. I was watching this develop as I could tell the sector would get busy with aircraft recovering to the Air Force Base and because there was training on the position. I walked over to see the 'release window' for the aircraft. Because of the proximity/location of the smaller airport; i.e.; directly under the approach corridor for the Air Force Base; timing was of the essence to ensure the aircraft was able to launch. I noted the void time and a narrow time frame in which the aircraft could depart; i.e.; about three minutes. This seemed acceptable. As time ticked on; the recoveries began to return from the MOA's. In one case the trainee turned a T38 for a base leg which made me uncomfortable because it was in the general direction of the smaller airport. The instructor stepped in and corrected the mistake by turning the T38 back for a downwind. In the meantime; two other T6s had been extended on downwind due to the impending departure. One T6 declared minimum fuel once while on the extended downwind. Several vectors were given to the two T6 aircraft; the T38 and another T38 to keep aircraft clear of the smaller airport. A T6 aircraft declared minimum fuel two more times as he was vectored to base and final. I was noticing the time and at this point understood the clearance for the PA28 was void. A T38 declared minimum fuel. The instructor called to me without looking at me and said; 'Hey; do I bring these guys in; or what?' I stalled for approximately another minute and then I told him to bring the arrivals into the Air Force Base as I expected we would not be seeing the departure. Nonetheless; I turned to the computer to research the UNICOM frequency for the smaller airport as I was going to have a less-busy sector attempt to have another aircraft relay to find the whereabouts and intentions of the PA28. As I did this; the instructor on Approach 1 said the aircraft was off the ground. I redirected my attention to the sector as the instructor scrambled to keep everyone safe. As he vectored a T38 yet one more time; the T38 said he was requesting immediate vectors to base. The instructor quickly explained to the T38 that the traffic would no longer be a factor and the pilot said something to the effect of; 'Well this is the last turn we can take.' I scrambled to coordinate with Approach 2 as the PA28 was turned westbound then directed the Approach 1 Controllers to transfer his communications to Approach 2. At this point everyone was pulling away from each other or appropriately on their final approach course. It should be advertised or caution for pilots in the Airport Flight Directory that this airport may be significantly affected upon departure and arrival because of the proximity of this airport to the Air Force Base; i.e.; directly under the approach path. In addition; direct communication with aircraft on the ground at these airports would facilitate immediate concern and minimize the possibility of this occurring again.

Data retrieved from NASA's ASRS site as of April 2012 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.